Dual engine vehicle



Sept. 11, 1945. a. w. KEEsE'E'r'AL DUAL ENGINE VEHICLE Filed Sept. 10,1940 5 Sheets-Sheet 1 M c6 g W 2 7 w 5 Ari/var cl Hazen v flwv w p 1945-B. w. ,KEESE ETAL DUAL ENGINE VEHICLE 2 t e m A S t e e h s 5 FiledSept. 10, 1940 M w m M a w 3% H my: W J r I] r a u r M e r km E A E \m,3 n \m S R: AQI w e mi 3m s WL d 3, Wm k m #h I i 2 k h a W @i g v 7 hQnw \m v nuw N3 5 x H. ww mm K mum J m .n ww QNW 3; 1M v A \mw\%\ 11113* mmm v I |l kk 5 Wk Rm *8 QM an gm m \k M Rm 8 3w 0 a S Q 5 km 9mm 9:3 m9 kwo a g 11, 1945. B. w. KEEs AL DUAL ENGINE VEHICLE Filed Sept. 10,1940 5 Shets-Sheet s Ari/w? r]. Hazen p 1945- B..W. KEESE ETAL 2,384,470

Y DUAL ENGINE VEHICLE Filease t, 10, 1940 s Sheets-Sheet 4- Bsz erly W[fese Arthur (1. Hazel? Sept. 11, 1945. B. w. KEESE EI'AL 0 DUAL ENGINEVEHICLE Filed Sept. 10, 1940 .5 Sheefcs-Sbeet 5 3mm Beyeriy h. hEeQ:Arflzur' .Ha'zenv Patented Sept. 11, 1945 DUAL ENGINE VEHICLE Beverly w.Keese and Arthur J. Ha en, Oshkosh, Wis., assignors to The'limken-Detrolt Axle Company, Detroit, Mich., a corporation of OhioApplication September 10, 1940, Serial No. 358,214

7 Claims.-

This invention relates to dual engine vehicles and is more particularlyconcerned with improved drive and control arrangements for suchvehicles.

The broader aspects of the herein disclosed subject matter are claimedin applications Serial No.

527,782, filed March 23, 1944, by Walter F. Rock- I well and Beverly W.Keese, for Automotive vehicle, and Serial No. 506,582, filed October 16,1943, by Walter F. Rockwell and Beverly W. Keese,

for Automotive vehicle.

distribution of power required at the front and rear drive axles, butall employed engines of the same power for driving the respective axles.

With the above in mind, it is a major object of the present invention toprovide a dual engine vehicle having novel simplified and inexpensivecontrol and drive arrangements. 1

It is a further object of the invention to provid a novel dual enginevehicle wherein separate engines drive the front and rear wheels,respectively, and wherein the engines are of different powersproportionate to the traction required or desired at the respectivewheels. Specifically, a main engine driving the rear wheels and anauxiliary engine driving the front wheels are provided. Since thegreater load is usually on the rear wheels, we prefer to employ a rearwheel driving main engine having about twice the power of the auxiliaryengine driving the front wheels.

' Afurther object of the invention is to provide a novel dual enginevehicle having a main engine and an auxiliary engine wherein theauxiliary engine may be selectively maintained inoperable to drive thevehicle, or connected to aid the main engine in driving the vehicle.

A further object of the invention is to provide a dual engine vehiclehaving rear and front drive axles driven by main and auxiliary engines,respectively, wherein the drive connection between the auxiliary engineand the front axle contains a clutch or similar disconnectible drivemechanism which is automatically controlled. Preferably this clutch isresponsive to operation of the auxiliary engine and specifically apneumatic operator connected to the intake manifold of the auxiliaryengine is connected to the front axle clutch.

A further object of the invention is to provide a vehicle'having a mainengine connected to a 5 rear drive axle and an independently operableauxiliary engine connected to a front drive axle, wherein novelmechanism including a single shiftable control member is provided forcontrolling actuation of the clutch, throttle valve and ignitionassemblies of said auxiliary engine.

It is a further object of the invention to provide a dual engine vehiclewherein separate engines drive front and rear axles, respectively, withcontrol mechanism of novel design interconnecting the transmissions ofsaid engines.

It is a further object of the invention to provide a dual engine vehiclewherein the transmission units of the different engines areinterconnected by novel motion transmitting linkage for simultaneouslyshifting gears in both transmission units, and wherein that linkage isinoperable to shift the gears in one of said units when its associatedengine is idle.

- A further object or the invention is to provide a dual engine vehiclewherein the clutch devices of the respective power units are novellyinterconnected to be operated by a single clutch pedal or similaroperator. Preferably, this interconnection is so controlled as toselectively render by the main engine circulates through the auxiliaryengine which is maintained warm and in condition for immediate starting.Preferably, we provide a booster pump speeding flow of the fluidwhenever the auxiliary engine is also placed in operation.

Further objects of the invention will presently appear as thedescription proceeds in'connection with the annexed drawings and theappended claims, in which Figure 1 is a diagrammatic plan view of thedual engine and drive axle arrangements in a vehicle comprising apreferred embodiment of the as invention;

Figure 2 is an enlarged top plan view of a forward portion of thevehicle of Figure 1 illustrating the'n'ovel control and drivearrangements of the,

invention; 1 Figure 3 is a side elevation of the control and drivearrangements of the vehicle of Figure 2;

Figure 4 is a further enlarged elevation illustrating the clutch andtransmission controls mechanism of the preferred embodiment of theinvention;

Figure 5 is a view partly in section taken along line 5-5 of Figure 4illustrating further the clutch and transmission operating mechanism;

Figure 6 is an enlarged side elevation illustrating a preferred tronshifting mechanism;

Figure 7 is a top plan view of the shifting 1 mechanism of Figure 6;

Figure 8 is a section along line 8-8 of Figure 6; Figure 9 is a sectionalong line 2-! of Figure 6; Figure 10 is a top plan view o f a modifiedtransmission shifting mechanism which can be substituted for that ofFigures 6 9;

Figure 11 is a diagrammatic view illustrating the ignition and startercontrol circuits for the auxiliary engine; Figure 12 is a diagrammaticview illustrating the pneumatic. control switch in the starter circuit;

Figure 13 is an elevation illustrating diagram-- matically. the throttlecontrol arrangements for the auxiliaryengine;

Figure 14 is a section through the master throttle control cylinder ofFigure 13 and Figure l5 is an enlarged section along line lB-ISof'Figure l3 illustrating the valve in the hydraulic throttle controlline.

The invention will now be described as embodiediin the conversion of aconventional automotive vehicle, having a single forwardly disposedengine connected to a rear drive axle, to a dual engine vehicle. Thisconversion comprises installation of an auxiliary engine and a specialsubstitute front drive axle together with suitable control and drivemechanism. It will be understood, however, that the invention is notrestricted to such conversions but is equally applicable in theconstruction of any vehicle wherein two or more engines are employed.

Referring to Figure 1, vehicle chassis Ii, having main longitudinal sideframe rails l2 and I3 interconnected by a series of spaced cross memberssuch as those indicated at l4, ll, I8, Il, II and i9, is supported by afront axle 2| and a rear axle 22.

Rear axle 22 is supported at opposite ends by dual ground engagingwheels 23 and is connected to the frame rails by suitable springs 24.Axle 22 is equipped with a differential bowl 2| and connected by apropeller shaft within a nonlongitudinal center line of the vehicle. andthe mechanisms connecting them to the chassis are preferably the same asin any conventional front assasvo engine, rear drive axle truck, exceptfor certain details to be later described.

Front axle 2! is supported at opposite ends by ground engaging wheels 24which are dirigible for steering the vehicle. Axle 2i'as illustrated isa drive akle provided with a differential housing 25. A propeller shaft38 connects this differential to an auxiliary power unit 31 supportedmainly by cross members It and H to one side of the longitudinal centerline of the vehicle and disposed somewhat closer to the rear wheels thanthe front wheels.

Power unit 21 comprises an engine ll, clutch unit as, and a transmissionunit 4|. .The output end of the transmission unit is connected byuniversal joint 42 to the rear end of shaft II, and a second universalJoint 43 connects the front end of shaft 26 to the input end ofdifferential II. 1

Axle 2| may be any axle of the driven steering axle type. but preferablyit is a double reduction aide such as that disclosed in Patent No.2,309,- 432 issued January 26, 1943, to H. W. Alden for Motor vehicles.As described in the above-mentioned patent, the axle is provided with asuit-v able internal clutch device whereby the drive from the associatedpropeller shaft to the driven wheels may be interrupted as desired bythe driver to thereby enable axle 2| to operate equivalently to theusual front dead axle.

The operator for this clutch device comprises a lever 44 secured uponthe end of a clutch operating shaft 44' emerging from the top ofdifferential housing 85.

Axle 2! is connected to the chassis by suitable are not part of thepresent invention and need not be described.

As illustrated in Figure 4, spaced brackets 4 on steering post 45rotatably support an elongated control rod is provided with a radialhandle 40 disposed immediately .beneath the steering wheel so as to beconveniently accessible to the hand of the driver.

Rocking of handle 48 rotates rod 48 about its axis. Handle 40 isillustrated in Figure 2, 3 and 4 in full lines in what will .be calledits lower position. When the handle is in this lower position, theauxiliary engine is in operation as will presently appear. The upperposition, wherein the auxiliary engine is not operating, is indicated indotted lines at P: in Figure 2. An intermediate position Pi, the purpo eof which will be described later, is also illustrated in Figure 2.

A radial arm II is nOn-rotatably secured on the lower end of rod 40.

Main power unit 21 is sumcient to drive the vehicle under most road andother conditions. Auxiliary power unit 21 operates independently of unit21 and is employed only to aid main unit 21 in "driving the vehicleunder certain conditions where additional power or traction is required.

We have discovered that it is possible to employ an engine II which hasonly about one-half the rated power output of main engine 28. We

are enabled to do this because the front axle load The exact power ratiobetween the engines.

may be varied without dep rting from the spirit of the invention whichrequires only that the axle carrying the heavier load be driven by aproportionately higher powered engine than the other axle.

By using a small engine for driving the front axle, we are enabled toprovide all necessary power while operating both engines at their mosteflicient operating speeds, thereby effecting considerable economy infuel and other running ex penses and saving unnecessary weight on thechasses so as to permit larger loads.

Front drive axle clutch V The invention includes an arrangement forautomatically insuring that axle 2| is operated as a dead axle wheneverauxiliary power unit 81 is not in operation.

A rearwardly and upwardly curved bracket 52 is rigidly secured upondifferential housing 35 and is bifurcated at its upper end at 53 topivotally embrace an car 54 rigid with a fluid pressure cylinder casing55. A suitable pivot pin 54 connects car 54 to the bracket. Casing 55 isthereby flexibly supported upon a vertical pivot on the front axlehousing.

Casing 55 houses a cylinder in which slides a piston 58. Apiston rod 51,rigid with piston 55, extends through a suitable aperture in the frontend of casing 55. A suitable motion transmitting link 51' has itsopposite ends pivotally connected to piston rod 51 and clutch operatinglever 44, so that the piston controls movement of lever 44. The purposeof the flexible mounting of casing 55 is to enable the casing tocompensatively swing during rocking operation of lever 44 to maintainthe piston aligned in the cylinder and thereby prevent binding of pistonrod 51. r The arrangement reduces wear and increases the useful life ofthe piston assembly.

Piston 55 is biased toward the right in Figure 2 by a suitable coilspring 50 extending between the rear wall of casing 55 and the rear faceof the piston. The front face of piston 55 is exposed to atmosphericpressure. The rear wall of casing 55 is apertured to receive a suitableconduit fittin 58 attached to a hollow conduit 6| which extends alongthe chassis and is suitably connected to the intake manifold ofauxiliary engine 38 as indicated at 58.

In this manner, the cylinder space between piston 56 and the .rear wallof casing 55 is subjected Transmission mechanism Main transmission unit3| is preferably a con ventional type having four forward speeds and onereverse speed. The usual shifter rails 58 and 84 for the forward speedsare slidably mounted in the upper part of the transmission housingbutproject rearwardly a substantial distance therefrom as illustrated inFigures 2, 6 and 7.

Sliding movement of shifter rails 58 and 85 is effected by manipulationof manual transmission lever which is universally mounted on thetransmission housing at 85' and provided with the usual interconnectingmechanism for imparting sliding motion to the shifter rails. The arrowsand numeralsmarked on the top of transmission housing II in Figure 2indicate the direction of sliding of the rails and 84 to engage thegears corresponding to the various speeds. Thus shifter rail 85 isslidable rearwardly and forwardly to engage the gears corresponding tofirst and second speeds, respectively, while rail 68 is slidablerearwardly and forwardly to engage the gears corresponding to third andfourth speeds, respectively. A third shifter rail (not shown) isemployed for selecting reverse drive in the main power unit but this isconventional and will not be further described since it is not nec- Pessary to understand the present embodiment of the invention, whereinthe main power plant only is employed to drive the truck in reverse.

Shifter rails 53 and 54 are suitably connected for concomitantlyshifting the gears of auxiliary transmission ll into speedscorresponding to those selected in main transmission 8| by manipulationof lever 55, as by the mechanism shown in enlarged detail in Figures6-9.

Directly behind transmission unit 8| a twopart bracket 88, consisting ofmated halves 51 and 88 rigidly bolted to each other and upon propellershaft housing 28 by'a plurality of spaced bolts 88, II and 12, providesa rigid support for the forward end of the motion transmitting linkagebetween rails 88 and 84 and the auxiliary transmission.

to the intake manifold pressure of engine 38 so that whenever engine 38is operating there will be a high vacuum in that space. The pressuredifferential thus created causes movement of iston 58 rearwardly againstthe force of spring 58 which is designed of insuflicient strength tooppose such movement. Rearward movement of piston 56 rotates clutch arm44. clockwise to the illustrated position of Figure 2 and causesengagement of the clutch device within housing 35. Reversely, whenengine 38 is not operating there is no vacuum in the cylinder spacerearwardhr of piston 58; there is little or no pressure differentialeffective on the piston and spring 58 is sufliciently strong to movepiston 55 forwardly, thereby rotating arm 44 counterclockwise todeclutch the device within housing 35.

Spring 58'need not be located within casing 55, and may be attacheddirectly to arm 44 to control the latter as above described. Axle 2|thereby automatically becomes a live axle whenever engine 38 is runningand automatically becomes a-dead axle whenever engine 38 is not inopera- At its upper end, bracket portion 88 is provided with a removableside cap 18, and both bracket 88 and cap I3 are internally recessed toprovide a rectangular guide for a slide bar I4. Cap I8 is maintainedupon bracket 68 by bolts II and I2.

At its forward end, bar I4 is formed-with a substantially triangularintegral cam member I5 having three intersecting arcuate internal faces,16, 11 and I8. At the intersection of surfaces I1 and I8, a relativelydeep circular recess I9 is-provided for a purpose later to be described.

The rear endof shifter rail 54v carries an apertured stud 8| throughwhich passes a horizontal pivot pin 82 carrying the front end ofparallel straps 83 and 84 which extend along opposite sidesof cam 15 andare bridged at their rear ends by a suitable pivot pin 85. Pin 85extends through the enlarged triangular aperture within cam I5 androtatably carries a roller 88 disposed between .straps 83 and 84 andwithin thecam opening.

Roller 85 is of such size that it can drop into recess I8 to therebyplace strap link 83, 84 in axial straight line relation with slidablerail 54 and slide bar II, as illustrated in full lines in Figure 6.

Beyond straps 88 and 84, pivot pin 88 also carries the upper end of apair of spaced straps 81 and 88 which, as illustrated in Figure 8, arebent outwardly to clear the propeller shaft housing and apertured attheir spaced lower ends to receive pivot pin 88. Intermediate theirends, straps 81 and 88 are bent into substantial contact and securedtogether, as by welding, at 8I (Figure 9), to comprise an extremelyrigid link. At its lower end, strap link 81, 88 embraces the aperturedfront end of a lever 82 to which it is connected by pivot pin 88. Therear end of lever 82 is non-rotatably secured upon the outer end of ashaft 88 rotatably mounted in apertured boss 84 at the front end of arigid flange 88 extending forwardly from the upper part of bracketportion 88.

Shifter rail 88 is connected to motion transmitting mechanism identicalwith that above described. Rail 88 carries an axially extendingapertured stud 98 through which passes a pivot pin 81 carrying theforward ends of a pair of spaced straps 88 and 88. At'their rear ends,straps 88 and 88 are apertured to receive a pivot pin IM and passingthrough the substantially triangular aperture of a cam I82simi1ar to cam18. Pivot pin I8I also carries a rotatable roller I88 adapted to fitwithin a cam recess similar to that at 18, for placing strap link 88, 88in traight line axial relation with rail 88.

Pivot pin I8I also carries the upper ends of a pair of outwardly anddownwardly bent straps I84 and I88 having spaced apertured lower ends{Figure 9) through which passes a pivot pin I88. Intermediatesubstantially contacting portions of straps I84 and I 88 are secured asby welding at I81 so that the straps comprise a rigid depending linkbetween pivot pins WI and I88.

Pin I88 passes through the apertured front end of a lever I88 which isnon-rotatably secured at its rear end to an intermediate section ofshaft 88 outwardly of supporting boss I88 on forward- Cam In: isintegral with the front end of a fiat slide bar II8 slidably supportedin the upper end of bracket portion 61 in the same manner that bar 14 issupported in bracket portion 88.

The rear end of bar 14 is pivotally connected at II8 to the bifurcatedend of a terminal block 1 securely attached to the front end of a Bowiden wire II8 slidable within an armored cable Ill. As illustrated inFigure 4, cable II8 extends rearwardly to auxiliary transmission H wherewire III emerges and is securely attached to a fitting I28 pivotaliyconnected to a transmission shifting lever I2I, non-rotatably securedupon shaft I22 extending from the side of transmission 4I.

The rear end of bar 8 is pivotally connected at in to bifurcated blockI28 fastened to the forward end of a. Bowden wire I24 slidably mountedin armored cable I28. Cable I28 also extends rearwardly to auxiliarytransmission unit 4| where wire I24 emerges and is attached to abifurcated fitting I28 pivotally connected to the free end of atransmission operating lever I21 non-rotatably mounted upon the end of ashaft I28 projecting from the side of transmission unit 4I.

- Cables II 8 and I28 are suitably anchored intermediate their ends onchassis II.

With the parts in the full line position indicated in Figure 6, rollers88 and I88 are disposed in corresponding recesses 18 in cams 18 and I82,and strap links 88, 84 and 88, 88 are located in axialalignment withshifter rails 84 and 88 and slide bars 14 and H8, respectively. Shiftingmovements of rails 88 and 84, caused by manipulation of transmissionlever 88, will be transmitted directly through the motion transmittinglinkage of Figures 6-9 and wires III and I24 to transmission operatinglevers I2I and I21-Just as though continuous connections existed betweenthe shifter rails and the corresponding transmission operating levers.

Referring to Figures 2 and 4, sliding movement of rail 84 rearwardly tofirst speed of the main transmission is transmitted through link 88, 84,bar 14 and wire I I8 to rock lever I2I counterclockwise from neutralposition N to position Ni. Auxiliary transmission 4I is of aconventional type wherein position N1 normally corresponds to reversedrive but, in the embodiment of the invention herein described, thereverse gearshave been eliminated and position N1 is therefore simply asecond neutral position.

Sliding movement of rail 84 forwardly to sec ond speed causes lever I2Ito rock clockwise to position I where the auxiliary transmission gearsare meshed for first-speed. First speed of auxiliary transmission H isof such gear ratio as to drive front wheels 84 through the doublereduction front axle 2I at the sam peripheral speed that rear wheels 28are driven by the main unit in secondgear.

Sliding movement of 88 rearwardly to third speed is transmitted throughlink 88, 88, bar III and wire I24 to rock lever I21 clockwise to secondspeed position 2. Similarly, sliding movement of rail 88 forwardly tofourth speed causes lever I21 I to rock counterclockwise to third speedposition 8.

The gear ratios of the main and auxiliary units are so correlated thatthe front and rear vehicle wheels are driven at the same peripheralspeed v ever, to provide any suitable transmission unit at H. We haveconsidered employment of a duplicate four forward and reverse speedtransmission unit at H, which would be mechanically simpler to correlateto main transmission unit H, but in view of the greater number andcomplexity of connecting linkages required for the latter, we haveselected for the preferred embodiment of the invention the three forwardspeed auxiliary transmission above described. which has been found to bevery efilcient practically.

We havefound it desirable, however, to interrupt transmission of motionbetween shifter rail 88 and 84 and the corresponding auxiliarytransmission operating levers when the auxiliary engine is not operatingin order to eliminate useless motion and wear and reduce the work ofgear shifting. Operation of the mechanism provided for this purpose forlifting rollers 88 and *aseesvo I03 out of the corresponding recesses I3in the cams I3 and I02 and disposing the strap links carrying thoserollers so that sliding motion of rails 63 and 63 will be lost at thecams will now be described.

With control rod 33 in the lower portion illustrated in Figures '2 and4, the parts are in the full line positions of Figures 6 and 'I and arm33 is in the full line position of Figure 5. Under these conditions,auxiliary engine 31 is operating' and manipulation of lever 85 iseffective to operate the auxiliary transmission as above described.Suitable spring and detent means (not shown) may be provided for holdingrod 33 in its lower position so that link II3 maintains lever II2 intheforward full line position ofv (not shown) may be provided as desiredfor retaining rod 38 in position P2. This movement effectscounterclockwise rotation of arm 33 to its dotted line position ofFigure 5 and, through arm 50 and link II3, effects counterclockwiserotation of lever H2 to its dotted line position of Figure 6. Rotationof lever II2 rocks shaft 33 and lever 32 and H18 counterclockwise tothereby raise strap links 81, 88 and I03, I05 to the intermediate dottedline position of Figure 6, thereby lifting rollers 83 and I03 from thecam recesses. As the rollers are lifted, strap links 83, 33 and 33, 33rock about pins 82 and 91, respectively, out of alignment with theshifter rails.

Referring to Figure 6, when shifter rail 33 is displaced forwardly orrearwardly by reason of manipulation of lever 65, the rear end of straplink 33, 83 simply travels freely within the confined space bounded bycam faces I3, 11, and II. No motion is imparted to bar .13 andconsequently transmission lever I2I will not be actuated. Similarly,when shifter rail 63 is slidably displaced the rear end of strap link33, 33 simply travels freely within the interior of cam I32 and nomotion is transmitted to bar H5 or to transmission lever I2I.

When it is againdesired to simultaneously shift the gears of bothtransmissions, handle 33 is rocked downwardly or clockwise to its lowerposition and, by reverse operation of the mechanism above described,rollers 83 and I03 are once again reengaged in the corresponding camrecesses and the parts assumethe full line position of Figure 6. Ifduring this operation the gears in auxiliary transmission 5| happen notto be arranged in position to mesh properly,.rollers 33 and I33 contacteither of the opposite arcuate cam faces II or I8 during their downwardtravel and thereby move bars I3 and II! to a position where the rollerscan drop into recesses I3. This shift of bars "I3 and H5 is eifective tolocate thegears in unit H for immediate gear shifting operations. Thiscorrelation of the transmissions 'isautomatic and insures efllcient andsimultaneous shifting of the corresponding gears in the correspondingtransmission units.

A form of transmission shifting linkage, which can be substituted forthatof Figures 6-9 above described, is illustrated atFigure 10. Arearwardly projecting rod I23 secured to shifter rail 33 extendsslidably within a short hollow spring housing no where it is providedwith arigid piston or washer assembly I3I slidable within the housing.Coil springs I32 and I33 are Provided between oppcsite sides of thepiston and the housing end walls. The rear end of housing I30 is rigidlyattached to a fitting I33 on the forward end of Bowden wire I I3.

Shifter rail 33 is provided-with a rearwardly projecting rod 33' whichis connected to-Bowden wire iitting I35 by a yieldable joint I33identical with that at I30.

During manipulation of lever 35, regardless of whether the auxiliaryunit is idle or operating, the above described mechanism of Figure 10shifts the auxiliary transmission gears. Springs I32 and I33 are of suchstrength as to maintain housing I33 and rod I23 against relative slidingmovement during normal shifting operations but are yieldable to permitsuch slight relative movement as may be necessary for compensation whererails 33 and 33 have greater strokes than the associated operatinglevers on the auxiliary transmission.

Furthermore, should engine 33 be idle and the gears in transmission 3Istopped in non-engaging position, the joints at I33 and I33 will simplyyield when lever 33 is manipulated and no gear shifting motion will betransmitted therebeyond.

Springs I32 and I33 are preferably sufliciently weak that they cannotovercome the force of the usual detent springs employed in transmission3| to hold the shifter rails at selected speeds. For some transmissions,extra heavy detent springs are employed to avoid and overcome theeffects of springs I32 and I33.

Clutch mechanismv The vehicle is equipped with a. clutch pedal I31 ofusual design rotatably supported on a rigid stub shaft I33 on thechassis and formed with a. depending integral arm' I33. Arm I33terminates in an apertured boss I3I through which extends a pivot pinI32. A lever I33, pivotally connected The usual heavy return springs(not shown) are provided for returning clutch pedal I31 and associatedparts to the position of Figure 4 when the driver releases the pedal.

Auxiliary clutch unit 33 is provided with a laterally projectingoperating. shaft I33 on which i non-rotatably mounted a clutch operatinglever I31. Suitable mechanism interconnecting levers I31 and I" forsimultaneous operation of the two clutch units when lever.I3I isdepressed by the drive will now be described.

1 Referring to Figures 4 and 5, theinner side of chassisrail I2 isprovided with a rigid bracket I33 carrying a stubshaft I33 upon which alever I3I is pivotally mounted intermediate its ends. At its lower end,lever III is connected, as by ivot pin I32, to the rear end of an armI33 comprising one arm of a compound link I33. The other arm III oflinkI33 is plvotally connected to pin I32 and arms I33 and I53 areinterconnected by a common pivot pin I33. Below pin I33, arms I33 andIII are formed with integral abutments I31 and III having adajacent flatfaces eccentric from the axis of pin I33 and adapted to engage eachother flush when the parts are in the full line position illustrated inFigure 4 wherein the center of pin I59 is displaced slightly above theline between the centers of pins I42 and I52.

Boss I4I carries a double armed spring I59 which urges rotation of linkI55 counterclockcontrol rod" is in lower position to overcome spring I59and maintain links I54 closed.

At its upper end, lever I I5I is pivotally connected at I59 to abifurcated fitting I59 secured to the forward end of a Bowden wire I54slidable within armored cable I55 which extendsrearwardly to auxiliaryclutch 99. Cable I55 is suitably anchored on the chassis. At clutch 99.wire I64 emerges from the cable and is provided with a rigid fitting I59pivotally secured to the free end of clutch operating lever I41.

With the parts in the full line position illustrated in Figures 4 and 5,depression of lever I91 is effective through compound link I54, leverIII and the Bowden wire mechanism to rock clutch operating lever I41counterclockwise to clutch disengaged position, thereby concomitantlydeclutching both units. During this operation, compound link I54 doesnot break due to abutments I51, I59 and the superior strength oftensioned spring I 5 I.

When control handle 49 is rocked upwardly to the dotted line position P:illustrated in Figure 5 so that arm 59 is rocked counterclockwise, suchrelieves or eliminates the tension on spring I5I and enables the weakerspring I59 to break link I54 to the dotted line position illustrated inFigure 4. Link I54 is a toggle wherein spring I59 is strong enough tosnap pin I55 to a point 'well below the line between pins I42 and I52when tension of spring I5I is released. when pedal I91 is now depressed,rocking the pedal simply further breaks link I54 and no motion istransmitted therebeyond.

Control rod 49 therefore selectively permits operation of clutch 4I andtransmission 99 of the auxiliary unit by the control levers main powerunit.

Auxiliary engine ignition and starter control The vehicle of theinvention is provided with of the an auxiliary engine ignition switchunit I51 carpush butasesmo I94 projecting from a housing I95 preferablysuitably rigidly supported on clutch unit 99. Reierring to'Fig-ure' 12,binding post I94, within housing I95, is connected to one end of asolenoid coil I95 and the other end of the coil is grounded to theclutch housing or frame at I91. This provides a solenoid coil circuitwithin for a purpose later to be described.

Binding post I84 is connected by an insulated wire I99 to the usual hightension coil I99 of engine 99, and coil I89 is connected by cable I9I tothe usual distributor I92 from which separate wires lead to theindividual spark plugs I99.

The starter motor electrical circuit of engine 99 comprises an insulatedwire I95 connecting battery terminal I15 to a projecting terminal I95 atthe lower end ofhousing I55. A second insulated wire I91 connects asecond terminal I99 at the bottom of housing I95 to the starting motorI99. Motor I99 is suitably grounded to the frame to complete the circuittherethrough.

Referring again to Figure 12, a solenoid core 29I is slidably mountedwithin coil I95. When coil I95 is not energized, core 29I, which isrigidly secured to the center portion of a flexible diaphragm 292 withinthe upper part of the housing, is maintained in its upper position bydiaphragm 292 and a coil spring 299 which reacts against a stationarypartition wall 294 within the housing. Spring 299 is designed to be justsufliciently strong to maintain core "I in an elevated position whereinits depending contact points 295, 295 are separated from terminals I95and I99when coil I95 is de-energized.

Above diaphragm 292, housing I95 is formed with a chamber 291 which isconnected by a suitable conduit 299 to the intake manifold 299 of engine99. Diaphragm 292 is thereby sub- Jected at one side to the vacuum inmanifold 299. Suitable apertures are provided in housing I95 forexposing the lower side of diaphragm 292 to atmosphere.

With engine 99 idle, handle 49 is in upper position P2. To placeauxiliary engine 99 in operation, the driver grasps handle 49 and rocksit downwardly toward the full line lower position described above. Asrod 49 turns about its axis, cam I12 actuates push button "I to closeswitch I51. Preferably cam I12 is so designed that switch I51 is closedby the time handle 49 reaches intermediate position P1 and remainsclosed ton control "I projecting into contact with the face ofcylindrical cam I12 fixed upon control rod 49.

Referring to Figure 11, one terminal I19 of switch unit I91 is connectedby an insulated wire I14 to terminal I15 of battery I15 or to a livepost connected to said terminal. Battery I 19 is of the usual heavy-dutytype' supplied for single engine automotive vehicles. The other batteryterminal I11 is grounded to chassis rail I9 at I19 by a suitable strapIII.

The second switch unit terminal I92 is connected by an insulated wireI99 to a binding Post through to the lower position for a purpose to bedescribed.

Closing of switch unit I91 establishes the ignition circuit of engine 99which comprises battery I15, wire I14, switch I51, wire I99, post I94,wire I59,,coil I99, cable I9I.'distributor I92 and spark plugs I991Besides closing the ignition circuit, the above described rocking of rod49 closes the circuit to starting motor I99 because coil' I95, connectedbetween the now live binding post I94 and the chassis ground. is therebyenergized and pulls core 29I downwardly to close the electrical circuitbetween terminal posts I 99 and I99. Spring 299 is sumciently weak topermit this operation. Starting motor I99 immediately begins to rotateflywheel of motor 99 in the usual manner until the engine starts. Asscenes the engine starts. the pressure in the intake manifold 299, whichis approximately atmospheric during the idle period of the engine,becomes sub-atmospheric and eifective through conduit 299 to reduce thepressure in chamber 291. when the'suction in intake 299 reaches itsnormal operatingvacuum.

such is suiflcient to displace diaphragm 232 upwardly against the forceof solenoid I33 to separate contacts 235, 233 from terminals I93, I93

and thereby break the starter circuit. Diaphragm 232 is aided in thisoperation by spring 233. The intake vacuum thereby maintains the startercircuit open while engine 33 is operating and, should engine 33 stallduring operation of the vehicle, motor I93 will immediatelyautomatically be placed in operation until the engine again starts.

It may be desirable to break the circuit through solenoid I33 when thestarter motor is inoperative. For accomplishing this operation, we mayprovide a suitable switch in th line between binding post I34 and coilI33 and a suitable connection between the switch and core 23| adapted toopen the switch whenever the core is elevated to a predeterminedposition. Restoration of handle 49 to position P: shuts oil the ignitionof engine at v Auxiliary engine throttle control mechanism Floor board 2carries a suitable bracket 2|2 upon which is pivoted an acceleratorpedal 2|3' bearing on the upper end or throttle control rod 2 l4projecting through floor 2| Below the floor. rod 2 is pivotally securedat 2|5 to a lever 2|5 rigid with a rock shaft 2". Rock shaft 2|'| isconnected to control opening and closing movements of the carburetorvalve of main engine 28 by conventional mechanism, the details of whichare not part of the present invention and iurtl er descriptionthereof isnot necessary.

Rod 2| 4 is further pivotally connected at 2'5 to the free end or lever2|3 secured upon the projecting end of a rotatable shaft 2|9 projectingfrom a hydraulic master cylinder housing '22l mounted beneath floor 2|Housing 22| (Figure 14) comprises a reservoir chamber 222 and a pistonchamber 223 in which slides a piston 224 having an upstanding rod 225pivotally connected at 225 to the free end of a lever 221 rigid'withshaft 2". I

Chamber 222 is connected by conduit 223 to the lower end of a main fluidreservoir 229. Piston chamber 223 has its outlet connected by a tubularconduit 23| to a valve casing 232.

As illustrated in Figure 15, valve casino. 232 comprises a castingformed with an internal chamber 233. Diametrically op osite bo es 233and 234 communicate radially with chamber 2 conduit 23! is threadedlysecured to bonsai" 2:: a conduit 235 is threadedly secured to bore Valvecasing 232 is provided with an elongated projection 233having a centralbore 231 com-' mimicating with chamber 233. A valve operating rod 233 isslidably mounted in bore 231. Rod 233 is formed with a terminal button239 exteriorly of projection 233, and a suitable flexible fluid-tightseal 2 is provided between button 239 and the end of projection 233. Atits. inner end, rod 233 is-reduced in cross section at 242 and extendsthrough a valve seat 243 surrounding the inner end of bore 231. Thevalve on seat 243 comprises an annular sealing washer 244 of flexiblematerial carried by a rigid plate 245 having a central pocket adapted toreceive the inner end of valve rod 233.

In the wall of chamber 233 opposite valve seat 243, casing 232 is formedwith. a threaded aperture in axial alignment with bore 231. A suitablefluid tight plug 243 is secured in this aperture fluid connection washerm is pressed tightly and its inner end carries an upstandin post 241surrounded by a coil spring 243 extending between the plug and plate245. Spring 243 is of suillcient strength to normally maintain washer244 tightly on the valve seat to thereby insure against passage of fluidfrom chamber 233 to bore 231.

When valve assembly 244, 245 is displaced from the valve seat, as byinward axial sliding movement of rod 231, fluid is enabled to flow fromchamber 233 through the annular passage 249 surrounding reduced portion242 of valve rod 233 into a bore 25| in the side of the casing. Bore MIis threadedly connected to a conduit 252 leading to main fluid reservoir229.

Conduit 235 is connected to a slave cylinder and piston assembly 253which controls movement of rock shaft 254 projecting exteriorly of thecylinder. A lever 255, rigid with rock shaft 254, is pivotally connectedat 253 to one end of a rod 251. Rod 251 is pivotally connected at 253 tothe free end or an arm 259 secured upon the shaft of the usualcarburetor butterfly valve 25| of carburetor 232. Suitable returnsprings 233 and 234 normally urge valve 23l toward closed position.

Control rod 43'has rigidly secured thereto a cam 235 having a lacecontacting button 239 of the valve rod 233. Cam 233 has a highportionwhich maintains rod 233 displaced axially in-- wardly to spacethe valve from the valve seat and expose passage 249 to chamber 233 whenrod 43 is in its upper position P2. Upon return of rod 43 to its lowerposition, spring 243 forces the valve back upon its seat.

With control handle .43 in its lower position. e low point of cam- 235is in contact with button 29 and the valve parts in casing 232 arepositi ned as illustrated in Figure 15.

Under these conditions, manipulation of pedal 2|3 actuates thecarburetor valve of the main engine as usual and also concomitantlyactuates carburetor valve 23l since piston 224 is in direct with slavecylinder 253 through conduit 23| chamber233 and conduit 235. Sinceagainst seat 243 by spring 243, no fluid from chamber 233 can escape toconduit 252. I

when control handle 49 is in its upper osition, the high point of cam265 displaces valve rod 233 inwardly to open communication be-- conduit252 as explained above. Thus, fluid displaced from chamber 233 isby-passed through passage 249, bore 25| and conduit 252 to reservoir229. Although passage 249 is smaller in area than conduit 235, theresistance oi the slave cylinder assembly and springs 233 and 234 issuch as to prevent displacement of any fluid within conduit 235 when theaccelerator pedal is pressed down under these tween chamber 233 andconditions and valve 23| is not operated by move- I ment oi pedal 2l3.

' Cooling system Radiator 253 is supported onvthe chassis forwardly ofmain engine 23, and'is provided with an upper tank 231 and a lower tank233. This radiator is of appreciably greater capacity and cooling powerthan a radiator designed for engine 23 alone, being thicker and havinglarger upper and bottom tanks and more exposed cooling tube surface thanthe single engine radiator. In designing radiator 235, the volume ofwater or equivalent cooling fluid in each engine system is ascertained,and the radiator constructed to handle the sum of those volumes.

Motor 28 continuously drives a fan shaft 288 by means of a fan belt 21Iand a pulley 212 on the shaft. Fan shaft 288 drives a main engine waterpump 218, which is provided with a packing chamber 218, and carries afan 218.

Water pump 218 is the pump designed for engine 28, but fan 218 isappreciably larger and more efilcient than the fan designed for engine28 alone. If necessary, the fan belt and pulley drive can bestrengthened to assure eflicient drive of the heavy fan. Fan 218 andradiator 288 are cooperatively designed for efllcient cooling.

Upper tank 281 is connected to one end of the cooling fluid circulatingpassages of engine 28 by suitable fittings and the flexible conduitindicated M218, and lower tank 288 is connected to the other end of theengine cooling fluid circulating passages by the fittings and flexibleconduit indicated at 211. These fittings and condlllts preferably arethose supplied with engine 28, although such can be replaced by largercapacity conduits if necessary or desirable.

Lower'tank 288 is provided with a branched pipe outlet 218. One arm ofoutlet 218 is connected to conduit 211. The other arm of outlet 218 isconnected by a short flexible coupling 288 to a rigid tubular conduit218 extending rear-- wardly along the chassis to a point forwardly ofauxiliary engine 88 where a short flexible coupling 28I conects conduit218 to a booster pump assembly 282. I

Pump shaft 288 is preferably driven by a suitable pulley and beltassembly 288 from the transmission output shaft of auxiliarytransmission I. If desired pump 282 may be driven from the cam shaft ofengine 88. Outlet pipe 288 of pump 282 is connected by a short flexiblecoupling 288 to the forward end of a rigid conduit 281, and the rear endof conduit 281 is connected by short flexible coupling 288 to a branchedpipe fitting 288 at the side of engine 88. Fitting 288 opens to 1 thecooling fluid circulating passages of engine The cooling fluidcirculating passages of engine 88 open to a pipe elbow 28I upstanding atthe rear of the engine and a branched fitting 282 upstanding at thefront of the engine. Elbow 28I and fitting 282 are interconnected by arigid conduit 288 and a pair of short flexible couplings 288 and 288.

' Intake manifold 288 of engine 88 is surrounded by a water jacket whichis connected by pipe 288,

flexible conduit 281, rigid conduit 288 and 'a short diator 288,conduits 218 and 211 and the cooling fluid passages in engine 28.

Fitting 881, conduits 888 and 888 and nozzle 8 comprise an ejectorsystemof calibrated capacity for discharging hot water into conduit 218.The stream issuing from nozzle 8 is of such velocity as to create a slowflow of Waterv in conduit 218 away from tank 288 and toward theauxiliary engine cooling system. Pump 282 is driven only when engine 88is operating, but it is of the centrifugal or like type which permitsfree passage of water therethrough without obwhere it is connected tothe fluid circulating pasaxis of conduit 21:. A flexible fluid tightjoint 8I2 seals the joint between conduits 218 and 888. In operation,while the main engine 28 only is operating, cooling fluid is circulatedthrough rastruction when idle.

Water from conduit 218, after passing pump 282, continues throughconduit 281 to fitting 288 where it enters the cooling fluid circulatingsystem of engine 88 and emerges therefrom at fittings 28I and 282. Apart of the water entering fitting 288 is by-passed through conduits288, 281, the water jacket of the intake manifold and conduit 88I beforereaching fitting 28I. From fitting 28I, the water in engine 88 travelsforwardly through conduit 888 to fitting 888 where it rejoins the waterpumped through the main engine by pump 218 and is delivered to radiator288 for cooling.

In this manner, While engine 28 alone is operating a slow continualcirculation of warm water is assured through the auxiliary enginecooling fluid circulating system and through the auxiliary engine intakemanifold water jacket. This arrangement automatically maintains engine88 warm and in condition for immediate starting when such is desired.

When engine 88 is started, the above described slow circulation isinsufilcient to maintain its temperature at a proper level. But boosterpump 282, which is driven by engine 88, automatically speeds up flow ofwater through engine 88 and insures proper cooling.

Vehicle operation The vehicle is rarely driven from a standstill I withboth engines driving it. Hence the first step in placing the vehicle inmotion is to depress pedal I81 and manipulate lever 88 to select firstspeed of main transmission 8| as in the usual vehicle. I

This depression of pedal I81 disengages clutch 28 but serves only tofurther break link I84 beyond the dotted line position of Figure 4 sothat movement of pedal I81 is lost in link I88 and clutch 88 is notdisengaged as above explained.

Further, since control rod 48 is in upper position so that rollers 88and I88 are disconnected from recesses 18, manipulation of shift lever88 has no effect beyond the lost motionmechanism on bracket 88 and thereis noshifting of gears in auxiliary transmission I.

Manipulation of pedal 2 I 8 at this time operates only the main enginecarburetor valve since the hydraulic line controlling valve-2H is bledto reservoir 228 when handle 48 is in upper position.

This prevents fuel from being pumped into the i gine ignition andstarter circuits.

scribed, ignition switch I81 is closed by the time vehicle. However,when transmission ll auxiliary engine when it is idle and therebyinsures against fuel wastage.

' The driver may then proceed to shift through second, third and fourthspeeds of main transmission ll, to operate the vehicle as though it werea single engine vehicle. During this period the auxiliaryv power plantis wholly inoperative and front axle- 2| runs as a dead axle because theclutch mechanism in housing 31 is maintained disengaged by spring 58.

Assume now that a condition is reached, such as a sandy road or a stiffgrade, where it is desired to employ both engines for driving thevehicle. Auxiliary engine 38 is started by simply depressing clutchpedal I31 and then rocking handle 49 downwardly to close the auxiliaryen- As above de-' handle 49 reaches intermediate position P1. For bestresults we allow the handle to dwell at this position P1 temporarilyuntil engine :88 starts, and then pull handle 49 directly to its lowerlimit position to effect full operation of the transmis-,

sion control linkage of Figures 6-9. Engine 38 starts almost immediatelybecause its cylinders and intake manifold have been warmed by the abovedescribed slow circulation of fluid heated by operation of engine 24.

As soon as engine 34 starts, its normal intake manifold vacuum isestablished and such is effective through conduit 2" to break thestarter circuit and through conduit 8| to cause the pneumatic operatorat 55 to rock lever 44 to engage the clutch and complete the drivewithin housing 31. Axle 2| thereby becomes a drive axle automaticallyupon starting of engine 38. Any other suitable mechanism automaticallycausing engagement of the clutch in housing 31 upon downward rocking ofhandle 49 may be employed without departing from the spirit of theinvention.

Downward rocking movement of handle 49 is also effective through cam "Iand valve 232 to establish hydraulic control of auxiliary throttle valve28! by pedal!" as above described.

The above described downward rocking of handle 48 places spring "I undersuch tension as to urge link I54 toward the closed full line position ofFigure 4. It will probably be necessary in the illustrated embodiment todouble clutch at this time, because initial depression of pedal I31 justbefore downward rocking of handle 49 breaks link liland it is necessaryto allow clutch pedal I31 to return to engaged position to enable thetension of spring IBI to establish rigid link I54 before againdepressing the clutch pedal to concomitantly operate both clutches.

When clutch pedal I31 is depressed, with both engines in operation, suchmovement is transmittezi through rigid link I54 to disengage clutch 39at the same time that clutch 29 is disengaged. Moreover, manipulation ofshift lever 85 is now effective to concomitantly actuate transmissions3i and H since the rocking of handle 49- to lower position alsoestablishes the motion transmitting connection of Figures 6-9- as abovedescribed.

In the illustrated'embodiment'of the-invention, the auxiliary powerplant i i-usually never operated while reverse .or first speeds of themain power unit are employed. If the auxiliary en.-

shifted to second, third and fourth speeds, transmission 4| isautomatically shifted to corresponding first, second and third speeds,respectively.

Booster pump 282- automatically goes into operation upon starting of theauxiliary engine and The auxiliary power unit, when not required I todrive the vehicle, is thrown out of operation by the simple motions ofdepressing clutch pedal i I31 and thenrocking handle 49 upwardly to theupper position Pz.

When the invention is version job as above described, incorporation ofthe auxiliary engine and controls upon the standard chassis is madewith' a minimum of labor and expense, as many of the conventional partsof the standard chassis being retained as possible.

The vehicle of the invention is economical and flexible in operation. Itcan be driven with single engine economy under ordinary road conditions,and the auxiliary power unit is instantly available where increasedtraction. and power are needed to maintain speed. v

Operation of the vehicle is fool-proof since all control of theauxiliary power unit is eifected by rocking a single control rod 48.

The invention may be embodied in other specific forms without departingfrom the spirit or essential characteristics thereof. The presentembodiments are therefore to be considered in all respects asillustrative and not restrictive, the

scope of the invention being indicated by the appended claims ratherthan by the foregoing description, and all changes which come within themeaning-and range of equivalency of the gine should happen to beoperating ,when'main unit 21 isdriving the vehicle in reverse, the:

auxiliary transmission by remaining in neutral intended to be embraced.rail in said transmission, an auxiliary engine having avariable speedtransmission, operating linkage extending from said auxiliary enginetransmission to a point adjacent said shifter railand terminating in areciprocable member. a link pi! c said shifter rail, and a releasablemotion transmitting connection between said link and member. I

2. In the vehicle defined in claim 1, said mem ber comprising'a box camhaving an internal recess and an adjacent internal cam face, and saidlink carrying a roller adapted to be seated in said recess, saidrollerwhen removed from said recess being confined within said cam.

3. In a vehicle, a pivoted clutch pedal, a first clutch operativelyconnected with said pedal,-a movable clutch operating lever, a secondclutch operatively connected with said lever, motion transmittingmeansincluding a toggle linkage interconnecting said pedal and lever,and means selectively locating said linkage on opposite sides of a. deadcenter position for rendering said link age operative and inoperativerespectively to transmit motion of said pedal to said lever.

4. In a vehicle, an internal combustion engine assembly including anignition'iystem. and an electric starter motor; a drive axle and adisconnectible drive connection between said engine embodied in aconpositions to render said drive connection operative or inoperative;means actuated by said' member in the position rendering said driveconnection operative-closing the the ignition and starter motorelectrical circuits, and means automatically breaking said starter motorcircuit when the engine is operating.

5. In a heavy duty automotive vehicle having a rear drive axle andatrontsteering axle; a main engine carried by said vehicle; a drive mechanismincluding a change speed transmission and a clutch drivingly connectingsaid main engine with said rear drive axle; anauxiliary engine carriedby said vehicle having an ignitionmovable element having two operativepositions operative when moved from one to the other, of said positionsto start said auxiliary engine and establish an operative controlconnection between said main engine transmission and said auxiliaryengine on, and an operative as control connection between said mainengine clutch and said auxiliary engine clutch.

6. The vehicle as defined in claim 5, including a fuel chargecontrolling valve operatively associated with said main engine; amanually operable control forsaid valve; 8. fuel charge con- 4 trollingvalve operatively associated with said auxiliary engine; and meansrendered effective by movement of said manually movable element fromsaid one to said other position to establish an operative controlconnection between said manually operable valve control and saidauxiliary engine fuel charge control valve.

7. The vehicle as defined in claim 5, wherein said manually movableelement is located ad- .Iacent the steering wheel of the vehicle and isoperative upon a single movement to start said auxiliary engine andestablish all of the operational controls therefor, and operative upon asingle movement in the opposite direction to stop said auxiliary engineandrelease all of its operational controls.

BEVERLY W. REESE. ARTHUR J. HAZEN.

